Vehicle control device

Abstract

A vehicle control device 200 comprises: a marker detection unit 206 that detects a marker installed in a prescribed spot by receiving a radio wave from the marker using a radio wave receiving device 116 installed in a vehicle; a vehicle behavior modification unit 210 that modifies the behavior of the vehicle such that the marker detection unit 206 detects the marker; a storage unit 204 that stores the location of the marker in advance; and a displacement determination unit 208 that determines whether the marker is displaced on the basis of the location of the marker detected by the marker detection unit 206 and the location of the marker stored in the storage unit 204.

Description

[Technical field]

[0001] The present invention relates to a vehicle control device. This application claims priority based on Japanese Patent Application No. 2021-163594, filed on October 4, 2021, the contents of which are incorporated herein by reference. [Background technology]

[0002] Conventionally, vehicle control devices that control vehicle travel based on the position of a wireless transmitter (e.g., a marker) equipped with Bluetooth (registered trademark) have been known. Markers equipped with Bluetooth 5.1 (direction detection function) can measure positions with an accuracy of several centimeters, and can therefore be used for high-precision positioning and low-speed automatic driving. Markers can be installed at any location, such as a landmark or a gate to a home, and can be easily replaced. The position of the marker can also be stored in the vehicle. However, if the installation position of the marker is shifted, a shift in positioning occurs, and there is a possibility that the vehicle will collide with an obstacle during low-speed automatic driving.

[0003] In order to solve such problems, various technologies have been proposed. For example, Patent Document 1 discloses a technology that detects an abnormality when there is a difference between a stored landmark and a detected landmark by comparing the coordinates or images, and repairs the abnormality of the landmark. In addition, Patent Document 2 discloses a parking control technology that performs positioning when parking based on multiple markers. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-203583 A [Patent Document 2] JP 2020-091255 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology disclosed in Patent Document 1 detects abnormality in the placement of a landmark, but does not detect abnormality in the placement of a marker equipped with Bluetooth 5.1 (orientation detection function). In addition, the technology disclosed in Patent Document 1 is not related to a driving assistance system using a marker, so if the marker is displaced, the positional shift cannot be detected, and unexpected driving assistance may be performed. Similarly, the technology disclosed in Patent Document 2 is not related to a positional shift of a marker, so if the marker is displaced, the positional shift cannot be detected, and unexpected driving assistance may be performed. In other words, the technologies described in Patent Documents 1 and 2 leave the possibility of vehicle erroneous operation occurring due to the positional shift of the marker.

[0006] The present invention has been made to solve such technical problems, and has an object to provide a vehicle control device that can detect positional deviation of an installed radio transmitter and prevent erroneous operation of the vehicle caused by such deviation. [Means for solving the problem]

[0007] The vehicle control device of the present invention is characterized by comprising a wireless transmitter detection unit that detects a wireless transmitter installed at a predetermined location by receiving radio waves from the wireless transmitter using a wireless radio wave receiving device equipped in the vehicle, a vehicle behavior change unit that changes the behavior of the vehicle so that the wireless transmitter detection unit detects the wireless transmitter, a memory unit that pre-stores the position of the wireless transmitter, and a position deviation determination unit that determines whether or not there is a position deviation of the wireless transmitter based on the position of the wireless transmitter detected by the wireless transmitter detection unit and the position of the wireless transmitter stored in the memory unit.

[0008] In the vehicle control device according to the present invention, the vehicle behavior change unit changes the behavior of the vehicle so that the wireless transmitter detection unit detects the wireless transmitter, so that the wireless transmitter can be detected more smoothly. Also, the position deviation determination unit determines whether or not there is a position deviation of the wireless transmitter based on the position of the wireless transmitter detected by the wireless transmitter detection unit and the position of the wireless transmitter stored in the memory unit, so that if there is a position deviation of the wireless transmitter, the position deviation can be detected. Therefore, erroneous operation of the vehicle due to a position deviation of the wireless transmitter can be prevented. Effect of the Invention

[0009] According to the present invention, when a positional deviation occurs in an installed wireless transmitter, the positional deviation can be detected, and erroneous operation of a vehicle caused by the deviation can be prevented. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic diagram showing a vehicle equipped with a vehicle control device according to an embodiment; [Diagram 2] 1 is a block diagram showing a vehicle control device according to an embodiment; [Figure 3A] FIG. 1 is a plan view showing a scene with no marker misalignment. [Figure 3B] FIG. 13 is a plan view showing a scene in which a marker is misaligned. [Figure 4] FIG. 13 is a diagram for explaining a detection range of a marker. [Diagram 5] 10 is a flowchart showing a process for determining a position deviation of a marker by a vehicle control device. [Figure 6] 6 is a time chart of the position deviation determination process shown in FIG. 5. [Figure 7] FIG. 13 is a diagram for explaining relative positions of markers. [Figure 8] 10 is a flowchart showing a process for determining a position deviation of a marker by a vehicle control device. [Figure 9] 9 is a time chart of the position deviation determination process shown in FIG. 8. [Figure 10]FIG. 2 is a diagram for explaining the relative positions of a landmark and a marker. [Figure 11] 10 is a flowchart showing a process for determining a position deviation of a marker by a vehicle control device. [Figure 12] 12 is a time chart of the position deviation determination process shown in FIG. 11. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are given the same reference numerals, and duplicated description will be omitted. In the following description, the front / rear and left / right directions and positions are based on the vehicle on which the vehicle control device is mounted. Furthermore, in the following description, the vehicle on which the vehicle control device is mounted may be referred to as the "own vehicle."

[0012] The vehicle control device 200 of this embodiment is a device mounted on the vehicle 100 and performs automatic driving or driving assistance for the vehicle 100. In the following description, an example in which the vehicle 100 is a passenger car will be described, but the vehicle 100 is not limited to a passenger car and may be a bus, a truck, a trailer, or the like.

[0013] Fig. 1 is a schematic diagram showing a vehicle equipped with a vehicle control device according to an embodiment, and Fig. 2 is a block diagram showing the vehicle control device according to the embodiment. As shown in Fig. 1, a vehicle 100 is, for example, a rear-wheel drive vehicle, and includes a direct injection gasoline engine 101 as a driving power source, an automatic transmission 102 that can be connected to and disconnected from the gasoline engine 101, a propeller shaft 103, a differential gear 104, a drive shaft 105, four wheels 106, an exhaust pipe 107, brake devices 108 provided on each wheel 106, and an electric power steering 109.

[0014] 1 is an example of a vehicle to which the vehicle control device 200 of the present embodiment is applied, and does not limit the configuration of the vehicle to which the vehicle control device 200 is applied. For example, the vehicle 100 may be a vehicle that employs a continuously variable transmission (CVT) instead of the automatic transmission 102. In addition, the power source for running the vehicle 100 is not limited to the gasoline engine 101, and may be a diesel engine, a natural gas engine, an electric motor, or the like.

[0015] The vehicle 100 is also provided with a vehicle control device 200, sensors 110, actuators, devices, etc., which are capable of transmitting and receiving signals and data via an in-vehicle LAN or CAN communication. The vehicle control device 200 generates command values ​​for implementing driving assistance based on information inside and outside the vehicle 100 detected by the sensors 110, and outputs the generated command values ​​to the gasoline engine 101, the braking device 108, the electric power steering 109, the automatic transmission 102, etc., to perform automatic driving or driving assistance.

[0016] The sensors 110 include, for example, a wheel speed sensor 111, an image sensor 112, a distance measurement sensor 113, and a position detection device 114 (see FIG. 2). The wheel speed sensor 111 is provided on each wheel 106, detects the rotation speed of the wheel 106, and outputs the detection result to the vehicle control device 200. Specifically, the wheel speed sensor 111 generates a pulse waveform in response to the rotation of the wheel 106, and outputs the generated pulse waveform to the vehicle control device 200.

[0017] The imaging sensor 112 corresponds to an "external sensor" as described in the claims, and is provided at the front, rear, left and right sides of the vehicle 100. The imaging sensor 112 is composed of a monocular camera or a stereo camera, captures images of the surroundings of the vehicle 100 (for example, objects present around the vehicle 100, road environment such as white lines, etc.), and outputs the captured images to the vehicle control device 200. For example, the imaging sensor 112 detects white lines and objects in front of the vehicle 100, and detects the distance and speed between the host vehicle and the object from the difference between the information of the object detected by the left and right cameras, as will be described later. The imaging sensor 112 can also be used as a distance measuring sensor.

[0018] The distance measurement sensor 113 corresponds to an "external sensor" recited in the claims, and is provided at the front and rear of the vehicle 100 and at each of the four corners of the vehicle 100. The distance measurement sensor 113 is configured by, for example, a radar or a lidar, detects the distance to an object present around the vehicle 100, and outputs the detection result to the vehicle control device 200. More specifically, the distance measurement sensor 113 transmits millimeter waves or radio waves toward the periphery of the vehicle 100, detects the distance to the object by receiving the reflected waves, and outputs the detection result to the vehicle control device 200.

[0019] The position detection device 114 is composed of a direction sensor that measures the direction ahead of the vehicle 100, a GNSS (Global Navigation Satellite System) receiver that measures the position of the vehicle 100 based on radio waves from positioning satellites, etc. The position detection device 114 outputs the detected position of the vehicle 100 to the vehicle control device 200.

[0020] The vehicle control device 200 is configured, for example, by a microcomputer that combines a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) as a secondary storage device that stores programs for the calculations, and a RAM (Random Access Memory) as a temporary storage device that stores the calculation progress and temporary control variables, and performs various controls of the entire vehicle 100 by executing the stored programs.

[0021] 2, the vehicle control device 200 is electrically connected to the wheel speed sensor 111, the image sensor 112, the distance measurement sensor 113, the position detection device 114, the input switch unit 115, the radio wave receiving device 116, the actuator ECU 117, and the notification device 118. The vehicle control device 200 generates command values ​​for controlling the actuator ECU 117 and the notification device 118 based on the input results from the wheel speed sensor 111, the image sensor 112, the distance measurement sensor 113, the position detection device 114, the input switch unit 115, and the radio wave receiving device 116, and outputs the generated command values ​​to the actuator ECU 117 and the notification device 118.

[0022] In FIG. 2, the position detection device 114 and the radio wave receiving device 116 are each configured to be directly electrically connected to the vehicle control device 200, but the position detection device 114 and the radio wave receiving device 116 may also be connected to another ECU and electrically connected to the vehicle control device 200 via CAN, Ethernet, or the like.

[0023] The input switch unit 115 is a switch for receiving each instruction (for example, an instruction to start constant speed driving at a set target vehicle speed, an instruction to stop constant speed driving, etc.) input by operation of a user (for example, a driver). This input switch unit 115 may be a dedicated mechanical switch provided near the driver's seat, or may be a GUI (Graphical User Interface) switch, etc.

[0024] The wireless radio wave receiving device 116 receives radio waves from a wireless radio wave transmitter (for example, a marker) installed at a predetermined point on a road or the like, and outputs the received radio waves to the vehicle control device 200.

[0025] The actuator ECU 117 is, for example, a mechanical element or a signal conversion device such as an accelerator pedal that controls the driving force, a brake pedal that controls the braking force, a parking brake, a steering wheel that controls the direction of travel of the vehicle 100, and a shift lever that controls the direction of travel of the vehicle 100.

[0026] The notification device 118 is a device for notifying the user of various pieces of information, and is composed of a display 119 and an audio output device 120. The display 119 is, for example, a liquid crystal display, and notifies the user by displaying various pieces of information on the liquid crystal display. The audio output device 120 is, for example, a speaker, and provides audio guidance and warnings to the user via the speaker. The notification device 118 may also be configured to notify the user via a color change in a mirror installed in the vehicle 100, vibration of the steering wheel, or the like.

[0027] The vehicle control device 200 includes a vehicle position estimation unit 201, an external environment recognition unit 202, a calculation unit 203, a memory unit 204, a vehicle arrival determination unit 205, a marker detection unit 206, a route generation unit 207, a position deviation determination unit 208, and a vehicle behavior change unit 210.

[0028] The vehicle position estimation unit 201 estimates the position of the vehicle based on the detection result of the position detection device 114 .

[0029] The external environment recognition unit 202 recognizes objects present around the vehicle 100 based on the image captured by the image sensor 112. For example, the external environment recognition unit 202 recognizes objects such as other vehicles, fences, gates, or specific landmarks present around the vehicle 100 from the image captured by the image sensor 112. In addition, the external environment recognition unit 202 converts the position of the host vehicle estimated by the host vehicle position estimation unit 201 into a predetermined coordinate system.

[0030] The calculation unit 203 performs various calculations related to the control of the vehicle control device 200. For example, the calculation unit 203 calculates the relative position or relative distance between the host vehicle and an object, such as another vehicle, a fence, a gate, or a specific landmark, based on the position of the host vehicle estimated by the host vehicle position estimation unit 201 and information on these objects, such as other vehicles, fences, gates, or specific landmarks, recognized by the external environment recognition unit 202. At this time, the calculation unit 203 calculates not only the relative position or relative distance between the object in front of the host vehicle, but also the relative position or relative distance between the object in the rear and on the left and right sides of the host vehicle. In addition, the calculation unit 203 calculates the relative position or relative distance between multiple markers, and the relative position or relative distance between a marker and a specific landmark.

[0031] The storage unit 204 stores various pieces of information related to the control of the vehicle control device 200. For example, the storage unit 204 stores the positions of multiple markers installed near the home of the user of the vehicle 100, the detection range of each marker, the relative positions between the markers, and the relative positions between the markers and landmarks installed near the markers. The storage unit 204 also stores the results of calculations performed by the calculation unit 203. Furthermore, the storage unit 204 stores the detection results of the markers received by the wireless radio wave receiving device 116. The marker detection results include, for example, the positions of the markers, and the relative positions or relative distances between the vehicle and the markers.

[0032] Vehicle arrival determination unit 205 determines whether or not the host vehicle has reached the detection range of the marker stored in memory unit 204, based on the host vehicle position estimated by host vehicle position estimation unit 201. Vehicle arrival determination unit 205 may also determine whether or not the host vehicle has reached the detection range of the marker by using the relative positions or relative distances between the markers stored in memory unit 204, or by using both the host vehicle position estimated by host vehicle position estimation unit 201 and the relative positions or relative distances between the markers stored in memory unit 204. The determination of whether or not the host vehicle has reached the detection range of the marker is preferably performed taking into consideration an error of several mm (millimeters) to several m (meters).

[0033] The marker detection unit 206 corresponds to a "wireless transmitter detection unit" recited in the claims, and detects a marker based on the reception result of the wireless radio wave receiving device 116. When detecting a marker, the marker detection unit 206 acquires the position of the marker and the relative position or relative distance between the marker and the vehicle 100. In this embodiment, the marker corresponds to a wireless transmitter and is also called a beacon.

[0034] The route generating unit 207 calculates a driving route of the vehicle. For example, the route generating unit 207 generates a driving route of the vehicle 100 based on the results of the vehicle position estimating unit 201, the external environment recognizing unit 202, and the storage unit 204. When the driving route of the vehicle is generated, the vehicle 100 may be automatically driven along the generated driving route, or the driver may manually drive along the generated driving route. In addition, when the driver manually drives, the generated route may be displayed by the notification device 118.

[0035] The positional deviation determination unit 208 determines whether or not there is a positional deviation of the marker based on the position of the marker detected by the marker detection unit 206 and the position of the marker stored in the storage unit 204. The positional deviation determination unit 208 also determines whether or not there is a positional deviation of the marker by comparing the relative position or relative distance between the markers calculated by the calculation unit 203 with the relative position or relative distance between the markers stored in the storage unit 204. The positional deviation determination unit 208 also determines whether or not there is a positional deviation of the marker by comparing the relative position or relative distance between the marker and the landmark calculated by the calculation unit 203 with the relative position or relative distance between the marker and the landmark stored in the storage unit 204. Note that when determining the positional deviation, it is preferable to set a margin of, for example, several mm to several m.

[0036] Vehicle behavior change unit 210 has target acceleration calculation unit 211, target steering angle calculation unit 212, accelerator pedal control unit 213, brake pedal control unit 214, and steering control unit 215. Target acceleration calculation unit 211 calculates a target acceleration of the host vehicle based on, for example, the determination result of vehicle arrival determination unit 205. Furthermore, target acceleration calculation unit 211 may calculate the target acceleration based on radio waves of the marker received by wireless radio wave receiving device 116 so as not to accelerate when the host vehicle reaches the detection range of the marker.

[0037] The target steering angle calculation unit 212 calculates a target steering angle of the host vehicle based on the determination result of the vehicle arrival determination unit 205. In addition, the target steering angle calculation unit 212 may calculate a target steering angle based on the radio waves of the marker received by the wireless radio wave receiving device 116 when the host vehicle reaches the detection range of the marker.

[0038] An accelerator pedal control unit 213, a brake pedal control unit 214, and a steering control unit 215 control the operation of the accelerator pedal, the brake pedal, and the steering wheel, respectively.

[0039] Below, a scene with no marker positional deviation and a scene with marker positional deviation will be described with reference to FIGS. 3A and 3B.

[0040] 3A and 3B both show a scene in which the vehicle 100 returns home, but the vehicle control device of this embodiment is not limited to this scene and is also applicable to, for example, a scene in which the vehicle 100 enters a large parking lot, etc. Fig. 3A shows a scene in which there is no positional deviation of the marker, and Fig. 3B shows a scene in which there is a positional deviation of the marker.

[0041] 3A and 3B, 301 indicates a road around the house, but the road 301 may be in an urban area. 302a and 302b indicate fences around the house, but the fences 302a and 302b may be fences in an urban area or fences of a large parking lot. 303a and 303b indicate a gate to the house, but they may be gates to a large parking lot.

[0042] A marker 304a is installed on door 303a, and a marker 304b is installed on door 303b. Markers 304a and 304b are markers of radio wave transmitters that, for example, have no misalignment (in other words, are installed in the correct position), and are removably installed at a predetermined distance apart. Note that in addition to the doors of a house, markers 304a and 304b may be installed at any location such as a wall in an urban area. Also, the number of markers is not limited to two, and may be one or three or more. On the other hand, 304c shown in FIG. 3B is a marker of a radio wave transmitter that has been misaligned (in other words, installed in an incorrect position). The cause of the misalignment is considered to be, for example, human error or an external factor such as an animal or wind.

[0043] 305 indicates a house, but in addition to a house, it may be a commercial facility such as a large parking lot or a shopping center.

[0044] As shown in FIG. 3A, three radio wave receiving devices 116 capable of receiving radio waves from markers 304a and 304b are arranged on vehicle 100. The three radio wave receiving devices 116 are arranged, for example, at the front, center, and rear of the vehicle, respectively. In this way, radio waves from the markers can be received over a wider range. Note that one radio wave receiving device 116 is sufficient, but in the case of a plurality, it has the effect of improving the accuracy of obtaining the positions of markers 304a and 304b.

[0045] 306a shown in FIG. 3A and 306b shown in FIG. 3B are driving routes respectively generated by the route generation unit 207. The driving route 306a is a route in a scene where there is no displacement between the markers 304a and 304b. When the vehicle 100 travels along the driving route 306a, it can travel without colliding with the gates 303a and 303b. On the other hand, the driving route 307b is a route in a scene where there is a displacement of the marker 303c. When the vehicle 100 travels along the driving route 307b, there is a possibility of colliding with the gates 303a and 303b. Note that the generation of the route by the route generation unit 207 may be performed near the gates 303a and 303b, or may be performed in an urban area away from the home 305. Also, when the vehicle 100 enters a large parking lot, it may be performed near the gate of the large parking lot.

[0046] FIG. 4 is a diagram for explaining the detection range of the marker. In FIG. 4, 307a indicates the detection range of the marker 304a, and 307b indicates the detection range of the marker 304b. In the present embodiment, the detection range of the marker has the same meaning as the transmission range of the marker, that is, when the radio wave receiving device 116 provided in the vehicle 100 enters the transmission range of the marker, it can receive the radio wave transmitted from the marker, and thereby the radio wave receiving device 116 can detect the marker that transmitted the radio wave.

[0047] In the vehicle control device 200 of the present embodiment, the vehicle arrival determination unit 205 determines whether or not it has reached near the detection ranges of the markers 304a and 304b based on the positions and detection ranges of the markers 304a and 304b stored in the storage unit 204 and the position of the host vehicle estimated by the host vehicle position estimation unit 201. When it is determined that the vehicle has reached near the detection ranges of the markers 304a and 304b, the vehicle behavior change unit 210 can change the vehicle behavior so that the markers 304a and 304b can be detected.

[0048] For example, when using GPS (Global Positioning System) among GNSS and assuming that the GPS coordinates of markers 304a and 304b have already been stored in the storage unit 204 in a state where the coordinates of the host vehicle have been acquired by GPS, it is possible to set a range near the detection ranges of markers 304a and 304b, for example, a range from several millimeters to several meters away from the detection range. Then, when the vehicle 100 reaches near the detection ranges of markers 304a and 304b, the vehicle behavior change unit 210 changes the behavior of the vehicle so as to be able to detect markers 304a and 304b. For example, the vehicle behavior change unit 210 assists the speed of the vehicle 100 so as to be able to detect markers 304a and 304b. Also, if the vehicle reaches the detection ranges of markers 304a and 304b but cannot detect markers 304a and 304b, the vehicle behavior change unit 210 assists steering so as to approach the stored GPS coordinates of markers 304a and 304b.

[0049] As speed assistance, in the case of autonomous driving, for example, there are methods such as setting the acceleration to 0 so as not to accelerate, and methods of decelerating to a predetermined vehicle speed. On the other hand, in the case of manual driving, the driver is notified to decelerate by displaying words or icons prompting deceleration on the display 119 of the notification device 118, or by sounding a horn from the audio output device 120. In any case, when the speed of the host vehicle is high, it is possible to pass by without detecting the marker even when reaching the detection range of the marker. Therefore, it is desirable to change the speed to a speed at which the marker can be detected.

[0050] Steering assistance, in the case of autonomous driving, includes methods such as setting the target steering angle to 0 and driving straight, and methods of setting to approach the marker when the host vehicle is at the edge of the detection range of the marker. In the case of manual driving, the driver is notified by displaying words or icons prompting straight driving on the display 119 of the notification device 118, or by sounding a horn on the display 119. In any case, since it is conceivable that the vehicle 100 is located at the edge of the detection ranges of markers 304a and 304b and passes by without detecting markers 304a and 304b, it is desirable to change the vehicle behavior so as to be able to detect markers 304a and 304b.

[0051] In this embodiment, when the vehicle arrival determination unit 205 determines that the vehicle has arrived near the detection range of markers 304a and 304b based on the positions and detection ranges of markers 304a and 304b stored in the memory unit 204 and the position of the vehicle estimated by the vehicle position estimation unit 201, but cannot detect markers 304a and 304b, the position deviation determination unit 208 determines that there is a position deviation between markers 304a and 304b.

[0052] The position shift determination may be performed immediately after the vehicle arrival determination unit 205 determines that the vehicle has reached the detection range of the marker, but considering that an error of, for example, several mm to several m may occur in the detection range, the position shift determination may be performed after the vehicle has traveled through this error range after it has been determined that the vehicle has reached the detection range of the marker. Also, since an error may occur in the estimation of the vehicle's position based on the result of the position detection device 114, it is desirable to set an arbitrary distance or time as a margin after it is determined that the vehicle has reached the detection range of the marker, and to determine the position shift after traveling through that margin.

[0053] Hereinafter, the determination of a position shift of a marker by the vehicle control device 200 will be described with reference to Fig. 5. The control process for determining a position shift shown in Fig. 5 uses the GNSS position. In Fig. 5, marker A is, for example, marker 304a in Fig. 4, and marker B is, for example, marker 304b in Fig. 4, and the GNSS positions of marker A and marker B are stored in advance in the storage unit 204.

[0054] First, in step S501, the vehicle control device 200 judges whether or not GNSS position information can be acquired by the position detection device 114. If it is judged that GNSS position information can be acquired, the control process proceeds to step S502, and if it is judged that GNSS position information cannot be acquired, the control process proceeds to step S504 described later. Note that when GNSS position information cannot be acquired, for example, it is a scene where the vehicle runs into a parking lot inside a building or an underground parking lot.

[0055] In step S502, the vehicle arrival determination unit 205 determines whether or not the host vehicle has reached the detection range of marker A, based on the position of the host vehicle estimated by the host vehicle position estimation unit 201 and the position and detection range of marker A stored in the storage unit 204. If it is determined that the host vehicle has reached the detection range of marker A, the control process proceeds to step S503, and if it is determined that the host vehicle has not reached the detection range of marker A, step S502 is repeatedly executed.

[0056] In step S503, as described above, the vehicle behavior change unit 210 controls (in other words, assists) the speed and / or steering of the vehicle 100 so that the marker detection unit 206 can detect the marker A. In this manner, for example, when the vehicle 100 reaches the detection range of the marker A but the radio waves of the marker A are blocked by an obstacle or the like, the speed and / or steering of the vehicle 100 can be controlled to detect the marker A.

[0057] In step S504, the vehicle control device 200 determines whether or not the marker A has been detected based on the detection result of the marker detection unit 206. If it is determined that the marker A has been detected, the control process proceeds to step S505. If it is determined that the marker A has not been detected, the control process proceeds to step S509.

[0058] In step S505, the vehicle control device 200 determines whether or not marker B has been detected based on the detection result of the marker detection unit 206. If it is determined that marker B has been detected, the control process proceeds to step S506. If it is determined that marker B has not been detected, the control process proceeds to step S509. Note that, although an example having two markers (marker A and marker B) is given here, in the case of three or more markers, it is sufficient to determine whether or not the markers have been detected in sequence.

[0059] In step S506, the calculation unit 203 calculates a relative position AB between the marker A and the marker B based on the positions of the marker A and the marker B detected by the marker detection unit 206. The relative position may be based on the position of the GNSS or based on the host vehicle. The relative position may be expressed in coordinates or distance.

[0060] The storage unit 204 may store the relative position AB calculated by the calculation unit 203 by overwriting an already stored relative position, or, if there is sufficient memory capacity, may add the newly calculated relative position without overwriting. If there is not sufficient memory capacity, the storage unit 204 may delete the stored relative positions in order starting from the oldest. When deleting a stored relative position, it is preferable that the vehicle control device 200 notifies the driver via the notification device 118. In addition, the relative positions to be overwritten or added and stored may be not only the calculated relative position AB, but also the individual positions of the detected markers A and B may be newly stored.

[0061] In step S507, the position deviation determination unit 208 determines whether the calculated relative position AB is deviated from the relative position stored in the memory unit 204 (stored relative position). If it is determined that there is no deviation, the control process proceeds to step S508, and if it is determined that there is a deviation, the control process proceeds to step S509. The stored relative position may be based on the position of the GNSS or may be based on the vehicle. In addition, the driver or a passenger may manually store a marker in the memory unit 204 as the stored relative position. In addition, the stored relative position may be a coordinate or a distance.

[0062] In step S508, the vehicle control device 200 determines that there is no positional deviation. In this case, the vehicle control device 200 starts low-speed automatic driving and notifies the driver or the like that low-speed automatic driving is starting via the notification device 118. In addition, at this time, even if low-speed automatic driving is not performed, manual driving may remain.

[0063] In step S509, the vehicle control device 200 determines the occurrence of misalignment. In this case, the vehicle control device 200 notifies the driver or the like via the notification device 118 that it cannot start low-speed automatic driving without starting low-speed automatic driving. For example, if the occurrence of misalignment is intentional by the driver or a passenger, the vehicle control device 200 may notify the driver or the like via the notification device 118 and store the fact in the storage unit 204. When storing in the storage unit 204, it may be overwritten or additionally stored.

[0064] Thereby, a series of misalignment determination processes end. Note that the stored relative position regarding the misalignment determination process and the relative position calculated by the calculation unit 203 may be deleted or added by the driver later.

[0065] FIG. 6 is a time chart of the misalignment determination process shown in FIG. 5. As shown in FIG. 6, the scene before time t1 is a state where the position information of GNSS cannot be acquired. Time t1 is a scene where the position information of GNSS is acquired. When the position information of GNSS is acquired, the vehicle control device 200 turns on the acquisition flag. After time t1, it is a scene where the vehicle is traveling while acquiring the position information of GNSS.

[0066] Time t2 is a scene where the vehicle 100 reaches the detection range of the marker. That is, it is a case where the vehicle arrival determination unit 205 determines that it has reached the detection range of the stored marker based on the position of GNSS. When it is determined that it has reached, the vehicle control device 200 turns on the arrival flag. At this time, the vehicle behavior change unit 210 changes the behavior of the vehicle. Specifically, the vehicle behavior change unit 210 sets the speed limit and performs steering assist, and turns on the speed limit setting flag and the steering assist flag.

[0067] After time t2, it is a scene where the vehicle is traveling within the detection range of the stored marker. Also, it is a scene where the behavior of the vehicle is assisted.

[0068] Time t3 is a scene determined as marker position deviation. At the timing when the vehicle reaches the detection range of the memorized marker, the position deviation determination unit 208 can determine that position deviation has occurred when the marker cannot be detected. However, considering that there may be errors in the estimation of the vehicle's own position such as GNSS, after the vehicle has traveled with an arbitrary distance or time as a margin, if the marker cannot be detected, it is determined that position deviation has occurred. And when it is determined that there is a position deviation of the marker (that is, position deviation has occurred), the vehicle control device 200 turns on the marker position deviation occurrence flag.

[0069] FIG. 7 is a diagram for explaining the relative positions of the markers. 308 shown in FIG. 7 is the relative position between marker A and marker B. This relative position may be based on the position of GNSS or may be based on the vehicle 100.

[0070] Hereinafter, the determination of the marker position deviation by the vehicle control device 200 will be described based on FIG. 8. In the control process of the position deviation determination shown in FIG. 8, marker A is, for example, marker 304a shown in FIG. 7, and marker B is marker 304b shown in FIG. 7, and the relative position between marker A and marker B is stored in the storage unit 204 in advance. And the relative position may be in coordinates or in distance.

[0071] Steps S801 to S804 are the same as steps S501 to S504 described above, so duplicate explanations are omitted. And in step S804, when it is determined that marker A has been detected, the control process proceeds to step S805. On the other hand, when it is determined that marker A has not been detected, the control process proceeds to step S810.

[0072] In step S805, the vehicle behavior modification unit 210 controls the speed or steering of the vehicle 100. Then, since marker A has already been detected, the vehicle behavior modification unit 210 controls the speed or steering of the vehicle 100 so that marker B can be detected. The speed or steering control performed in step S805 may be the same control amount as the control performed in step S803. Specifically, for example, the target acceleration / deceleration or the target steering angle is controlled in the same way as in step S803.

[0073] Also, the speed or steering control performed in step S805 may have a larger control amount than the control performed in step S803. Specifically, the vehicle behavior change unit 210 may accelerate by increasing the target acceleration, or may run by increasing the target steering angle. However, if the target acceleration is increased, there is a possibility that the vehicle will pass marker B and not be detected, so it is not desirable to increase the target acceleration. Also, if the position of the vehicle is far from marker B or if it is predicted that the vehicle will collide with an obstacle, it is desirable to control the vehicle to approach marker B by increasing the target steering angle.

[0074] Also, the speed or steering control performed in step S805 may have a smaller control amount than the control performed in step S803. Specifically, vehicle behavior change unit 210 may reduce the target acceleration to decelerate, or may reduce the target steering angle to run. In addition, considering that the host vehicle speed may be too fast to detect marker B, it is desirable to make it possible to detect marker B by reducing the target acceleration. In addition, when the host vehicle is close to marker B, it is not necessary to change the target steering angle, but since it is possible that the host vehicle will collide with an obstacle, the target steering angle may be reduced to avoid colliding with the obstacle.

[0075] In step S806, the vehicle control device 200 determines whether or not marker B has been detected based on the detection result of the marker detection unit 206. If it is determined that marker B has been detected, the control process proceeds to step S807. If it is determined that marker B has not been detected, the control process proceeds to step S810.

[0076] In step S807, the calculation unit 203 calculates a relative position AB between the markers A and B based on the detected positions of the markers A and B. The relative position may be based on the position of the GNSS or based on the vehicle itself. The relative position may be expressed in terms of coordinates or distance.

[0077] The memory unit 204 may store the relative position AB calculated by the calculation unit 203 by overwriting an already stored relative position, or may add and store the newly calculated relative position without overwriting if there is sufficient memory capacity. If there is not sufficient memory capacity, the memory unit 204 may delete stored relative positions in order starting from the oldest. When deleting a stored relative position, it is preferable that the vehicle control device 200 notifies the driver via the notification device 118. Moreover, the relative position to be overwritten or added and stored may be not only the calculated relative position AB, but also the individual positions of the detected markers A and B may be newly stored.

[0078] In step S808, the position deviation determination unit 208 determines whether the calculated relative position AB is deviated from the relative position stored in the memory unit 204 (stored relative position). If it is determined that there is no deviation, the control process proceeds to step S809, and if it is determined that there is a deviation, the control process proceeds to step S810. The stored relative position may be based on the position of the GNSS or may be based on the vehicle. In addition, the driver or a passenger may manually store a marker in the memory unit 204 as the stored relative position. In addition, the stored relative position may be a coordinate or a distance.

[0079] In step S809, the vehicle control device 200 determines that there is no positional deviation. In this case, the vehicle control device 200 starts low-speed automatic driving and notifies the driver or the like that low-speed automatic driving is starting via the notification device 118. In addition, at this time, even if low-speed automatic driving is not performed, manual driving may remain.

[0080] In step S810, the vehicle control device 200 determines that a position shift has occurred. In this case, the vehicle control device 200 does not start low-speed automated driving, and notifies the driver or the like via the notification device 118 that low-speed automated driving cannot be started. Note that, for example, if the position shift has occurred intentionally by the driver or a passenger, the vehicle control device 200 may notify the driver or the like via the notification device 118 and may store that fact in the storage unit 204. When storing in the storage unit 204, the information may be overwritten or may be additionally stored.

[0081] This completes the sequence of the position shift determination process. Note that the stored relative positions related to the position shift determination process and the relative positions calculated by the calculation unit 203 may be deleted or added later by the driver.

[0082] Fig. 9 is a time chart of the position deviation determination process shown in Fig. 8. As shown in Fig. 9, the scene before time t1 is a scene in which the vehicle is traveling without detecting marker A. Time t1 is the timing when marker A is detected, and is also the timing when the marker A detection flag is turned ON. At this time, the vehicle behavior change unit 210 changes the vehicle behavior. Specifically, the vehicle behavior change unit 210 sets an upper speed limit and performs steering assist, and turns ON the upper speed limit setting flag and the steering assist flag.

[0083] In addition, at this time, if the GNSS position information was acquired in the scene before time t1, the speed or steering control amount may be constant as described above, or may be increased or decreased relative to the speed or steering control amount described above. After time t1, the scene is one in which the vehicle is traveling in a state in which the vehicle behavior is controlled.

[0084] Time t2 is the timing when marker B is detected and the marker B detection flag is turned ON. At this time, the calculation unit 203 calculates the relative position AB of markers A and B. Then, the position deviation determination unit 208 compares the calculated relative position AB with the stored relative position to determine whether or not there is a position deviation. If it is determined that there is a position deviation (i.e., a position deviation has occurred), the vehicle control device 200 turns ON the marker position deviation occurrence flag.

[0085] The relative positions of the landmarks and the markers will be described below with reference to Fig. 10. 309 shown in Fig. 10 is a landmark installed near markers 304a and 304b. The landmark 309 may be a gate to one's home, a fence near one's home, a mailbox at one's home, a nameplate, a white line, a mark, or the like.

[0086] 10, 310 denotes a relative position between the marker 304a and the landmark 309, and 311 denotes a relative position between the marker 304b and the landmark 309. These relative positions may be based on the position of the GNSS or may be based on the vehicle itself.

[0087] Hereinafter, the determination of a positional deviation of a marker by the vehicle control device 200 will be described with reference to Fig. 11. The control process for determining a positional deviation shown in Fig. 11 differs from the control processes shown in Figs. 5 and 8 in that a relative position between the landmark and marker A is used. In Fig. 11, marker A is, for example, marker 304a shown in Fig. 10, marker B is marker 304b shown in Fig. 10, and the landmark is landmark 309 shown in Fig. 10. The relative positions between the landmark and marker A and the relative positions between the landmark and marker B are each stored in the storage unit 204, and the relative positions may be coordinates or distances. In the control process shown in Fig. 11, even if the GNSS position can be acquired, it is not necessary that the GNSS cannot be acquired.

[0088] First, in step S1101, the vehicle control device 200 determines whether or not the position of the landmark can be acquired based on the results of at least one of the imaging sensor 112 and the distance measurement sensor 113. If it is determined that the position of the landmark can be acquired, the control process proceeds to step S1102. On the other hand, if it is determined that the position of the landmark cannot be acquired, the control process ends.

[0089] In step S1102, the vehicle behavior modification unit 210 controls the speed or steering of the vehicle 100 so that the marker A can be detected, as described above.

[0090] In step S1103, vehicle arrival determination unit 205 determines whether or not the host vehicle has reached the detection range of marker A, based on the position of the host vehicle estimated by host vehicle position estimation unit 201 and the position and detection range of marker A stored in storage unit 204. If it is determined that the host vehicle has reached the detection range of marker A, control processing proceeds to step S1104, and if it is determined that the host vehicle has not reached the detection range of marker A, step S1103 is repeatedly executed.

[0091] In step S1104, the vehicle control device 200 determines whether or not marker A has been detected based on the detection result of the marker detection unit 206. If it is determined that marker A has been detected, the control process proceeds to step S1105. If it is determined that marker A has not been detected, the control process proceeds to step S1112.

[0092] In step S1105, the vehicle behavior modification unit 210 controls the speed or steering of the vehicle 100. Then, since marker A has already been detected, the vehicle behavior modification unit 210 controls the speed or steering of the vehicle 100 so as to detect marker B. The speed or steering control performed in step S1105 may be the same control amount as the control performed in step S1102, or may be increased or decreased compared to the control performed in step S1102.

[0093] In step S1106, the vehicle control device 200 determines whether or not marker B has been detected based on the detection result of the marker detection unit 206. If it is determined that marker B has been detected, the control process proceeds to step S1107. If it is determined that marker B has not been detected, the control process proceeds to step S1113.

[0094] In step S1107, the calculation unit 203 calculates the relative position LA between the landmark and the marker A based on the acquired landmark position and the detected marker A position.

[0095] In step S1108, the position deviation determination unit 208 determines whether the calculated relative position LA is deviated from the relative position of marker A with the landmark stored in the memory unit 204 (stored relative position). If it is determined that there is no deviation, the control process proceeds to step S1109. If it is determined that there is a deviation, the control process proceeds to step S1112. Note that the calculated relative position and the stored relative position may be relative distances or coordinates. The coordinates may be coordinates based on the GNSS position or may be coordinates based on the host vehicle.

[0096] Step S1108 differs from step S808 in Fig. 8. In step S808, the relative positions of marker A and marker B are used, but if marker A and marker B are both displaced in the same direction, it may not be possible to determine that there is a positional displacement based on the relative positions with respect to the vehicle itself. In contrast, in step S1108, the relative position of marker A to a fixed landmark is calculated, and the calculated relative position is compared with the stored relative position, making it possible to identify that marker A has displaced.

[0097] In step S1109, the calculation unit 203 calculates a relative position LB between the landmark and marker B based on the acquired position of the landmark and the detected position of marker B.

[0098] In step S1110, the position deviation determination unit 208 determines whether the calculated relative position LB is deviated from the relative position of marker B with the landmark stored in the memory unit 204 (stored relative position). If it is determined that there is no deviation, the control process proceeds to step S1111, and if it is determined that there is deviation, the control process proceeds to step S1113. Note that the calculated relative position and the stored relative position may be relative distances or coordinates. The coordinates may be coordinates based on the position of the GNSS or may be coordinates based on the vehicle. Then, in step S1110, as in the above-mentioned step S1108, a fixed landmark is used, so that the position deviation of marker B can be identified.

[0099] In step S1111, the vehicle control device 200 determines that there is no positional deviation between the marker A and the marker B. If there is no positional deviation between the marker A and the marker B, the vehicle control device 200 starts automatic driving or driving assistance.

[0100] In step S1112, the vehicle control device 200 determines the position deviation of the marker A.

[0101] In step S1113, the vehicle control device 200 determines the position deviation of the marker B.

[0102] In either case of step S1112 or step S1113, the vehicle control device 200 notifies the driver or the like of the positional deviation of the marker via the notification device 118. After the notification, the positional deviation of the marker may be overwritten or additionally stored in the storage unit according to the driver's selection. The driver's selection is performed by touching a display constituting the display unit 119 or by pressing a displayed button. The driver may also select using a means such as voice. The driver may also select at the timing of step S1112 or step S1113 when the occurrence of the marker positional deviation is determined, or after the positional deviation detection process is completed, or after the vehicle is parked in a commercial facility or a home yard. The driver may also select when the power of the vehicle is turned off once and then turned on again.

[0103] FIG. 12 is a time chart of the position deviation determination process shown in FIG. 11. As shown in FIG. 12, the scene before time t1 is a scene in which the vehicle is traveling without acquiring the landmark position. At this time, it does not matter whether the GNSS position can be acquired or not. Although not shown, when the GNSS can be acquired, the vehicle control device 200 may change the vehicle behavior when the vehicle reaches the vicinity of a stored landmark. The vehicle behavior can be changed in the above-mentioned manner in the cases of automatic driving and manual driving.

[0104] Time t1 is the timing to acquire the landmark position and turn on the landmark position acquisition flag. At this time, the vehicle behavior change unit 210 changes the vehicle behavior so that the marker A can be detected. Specifically, the vehicle control device 200 sets an upper speed limit and performs steering assist, and turns on the upper speed limit setting flag and the steering assist flag.

[0105] Time t2 is the timing when marker A is detected and the marker A detection flag is turned ON. At this time, the calculation unit 203 calculates the relative position LA between the landmark and marker A. Then, the position deviation determination unit 208 compares the calculated relative position LA with the stored relative position to determine whether or not there is a position deviation of marker A. If it is determined that there is a position deviation, the vehicle control device 200 turns ON the position deviation occurrence flag of marker A. Note that the relative position LA between the landmark and marker A may be a calculated relative distance, may be a coordinate based on the position of the GNSS, or may be a coordinate based on the host vehicle.

[0106] At this time, the vehicle behavior modification unit 210 changes the behavior of the vehicle so as to detect the marker B. The speed or steering control performed here may be the same control amount as the control performed at the timing of the time t1, or may be increased or decreased with respect to the control performed at the timing of the time t1.

[0107] Time t3 is the timing when marker B is detected and the marker B detection flag is turned ON. At this time, the calculation unit 203 calculates the relative position LB between the landmark and marker B. Then, the position deviation determination unit 208 compares the calculated relative position LB with the stored relative position to determine whether or not there is a position deviation of marker B. If it is determined that there is a position deviation, the vehicle control device 200 turns ON the position deviation occurrence flag of marker B. Note that the relative position LB between the landmark and marker B may be a calculated relative distance, may be a coordinate based on the position of the GNSS, or may be a coordinate based on the host vehicle.

[0108] If it is determined that there is a positional deviation and the vehicle is in an automatic driving mode, the vehicle control device 200 stops the vehicle 100. In this case, the vehicle control device 200 may stop the automatic driving mode so as not to start the automatic driving mode, or may cancel the steering assist.

[0109] Below, an example is described in which the presence or absence of marker positional displacement is determined based on the number of markers in a real environment, how many markers the vehicle detects, whether there is a physical displacement of the markers, and, if there are two or more markers, how far they are displaced from their original positions. In the following description, among multiple markers, a marker that is installed using a screw or a jig is referred to as a "master marker" or "fixed master marker," and a marker that is installed using a simple method such as packing tape is referred to as a "sub-marker" or "unfixed sub-marker."

[0110] For example, consider a scene in which there is one marker and the vehicle detects zero markers. In this case, the relative positions of the markers cannot be obtained, so there is no need to determine whether there is a positional deviation.

[0111] Consider a scene in which there is one marker, the vehicle detects one marker, and the marker is not physically shifted. In this case, there is no need to check whether the marker is shifted.

[0112] Consider a scene in which the number of markers is one, the vehicle detects one marker, and the marker is physically shifted by one. In this case, since only one marker is detected, it is not possible to determine the occurrence of a position shift by comparing the relative positions based on the marker detection unit 206 of the vehicle. However, it is possible to compare the relative positions based on the above-mentioned GNSS position or landmark. In addition, at this time, the driver can be notified via the notification device 118 as to whether the marker position should be overwritten or added and stored, and the marker position can be stored.

[0113] Consider a scene in which there are two markers, one of which is a fixed master marker, and the vehicle detects zero markers. In this case, the relative positions of the markers cannot be obtained, so there is no need to determine whether there is a positional deviation.

[0114] Consider a scene in which there are two markers, one of which is a fixed master marker, and the vehicle detects one master marker. In this case, since the master marker is fixed, there is no need to determine whether there is a positional deviation.

[0115] Consider a scene in which there are two markers, one of which is a fixed master marker, and the vehicle detects one sub-marker instead of the master marker, and the sub-marker is not misaligned. In this case, there is no need to determine whether or not there is a positional deviation.

[0116] Consider a scene in which there are two markers, one of which is a fixed master marker, and the vehicle detects one sub-marker instead of the master marker, and one sub-marker is misaligned. In this case, since only one sub-marker is detected, it is not possible to determine whether a position shift has occurred, but it is possible to compare the relative position based on the above-mentioned GNSS position or landmark.

[0117] Consider a scene in which there are two markers, one of which is a fixed master marker, the vehicle detects a total of two markers, the master marker and the sub-marker, and one of the sub-markers is not misaligned. In this case, there is no need to determine whether or not there is a positional deviation.

[0118] Consider a scene in which there are two markers, one of which is a fixed master marker, the vehicle detects a total of two markers, the master marker and the sub-marker, and one of the sub-markers is misaligned. In this case, two markers are detected, and the relative position between the markers can be calculated and compared with the stored relative position, so it is possible to determine whether a position misalignment has occurred.

[0119] Consider a scene in which there are two markers, both of which are unfixed sub-markers, and the vehicle detects zero markers. In this case, the relative positions of the markers cannot be obtained, so there is no need to determine whether there is a positional deviation.

[0120] Consider a scene in which there are two markers, both of which are not fixed, the vehicle detects one sub-marker, and the sub-marker is not misaligned. In this case, there is no need to determine whether or not there is a positional shift.

[0121] Consider a scene in which there are two markers, both of which are not fixed, and the vehicle detects one sub-marker, but the sub-marker is misaligned. In this case, since only one sub-marker is detected, it is not possible to determine whether a position shift has occurred, but it is possible to compare the relative position based on the above-mentioned GNSS position or landmark.

[0122] Consider a scene in which there are two markers, both of which are not fixed, the vehicle detects the two sub-markers, and neither of the sub-markers is misaligned. In this case, there is no need to determine whether or not there is a positional shift.

[0123] Consider a scene in which there are two markers, both of which are not fixed, and the vehicle detects two sub-markers, with one of the sub-markers misaligned. In this case, the occurrence of a position shift can be determined by calculating the relative position between the sub-markers. However, since it is not possible to identify which of the two detected markers is misaligned, in this case, the misaligned marker can be identified by comparing the relative position based on the above-mentioned GNSS position or landmark.

[0124] Consider a scene in which there are two markers, both of which are unfixed sub-markers, the vehicle detects two sub-markers, both of which are shifted in the same direction. In this case, the relative positions between the sub-markers are the same as the stored relative positions, so it is not possible to determine whether a position shift has occurred. However, in this case, it is possible to identify the marker that has shifted position by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0125] Consider a scene in which there are two markers, both of which are unfixed sub-markers, the vehicle detects two sub-markers, and both sub-markers are misaligned and misaligned in different directions. In this case, the relative position between the sub-markers differs from the stored relative position, so it is possible to determine whether a misalignment has occurred. However, since it is not possible to identify which of the two detected markers is misaligned, in this case, it is possible to identify the misaligned marker by comparing the relative positions based on the above-mentioned GNSS or landmarks.

[0126] Consider a scene in which there are three markers, one of which is a fixed marker, and the vehicle detects zero markers. In this case, the relative positions of the markers cannot be obtained, so there is no need to determine whether there is a positional deviation.

[0127] Consider a scene in which there are three markers, one of which is a fixed master marker, and the vehicle detects one of the master markers. In this case, since the master marker is fixed, there is no need to determine whether there is a positional deviation.

[0128] Consider a scene in which there are three markers, one of which is a fixed master marker, and the vehicle detects one sub-marker instead of the master marker, and the sub-marker is not misaligned. In this case, there is no need to determine whether or not there is a positional deviation.

[0129] Consider a scene in which there are three markers, one of which is a fixed master marker, and the vehicle detects one sub-marker instead of the master marker, and one sub-marker is misaligned. In this case, since only one sub-marker is detected, it is not possible to determine whether a position shift has occurred, but it is possible to make a comparison based on the GNSS position or the relative position based on the landmark described above.

[0130] Consider a scene in which there are three markers, one of which is a fixed master marker, and the vehicle detects one master marker and one sub-marker, neither of which are misaligned. In this case, there is no need to determine whether there is a positional deviation.

[0131] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects one master marker and one sub-marker, and one sub-marker is misaligned. In this case, the relative position between the master marker and the sub-marker can be calculated and compared with the stored relative position, making it possible to determine whether a position misalignment has occurred. In addition, because a fixed master marker is used in this case, it is possible to identify the position misalignment of the sub-marker.

[0132] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects two sub-markers, and the two sub-markers are not misaligned. In this case, there is no need to determine whether or not there is a positional deviation.

[0133] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects two sub-markers, and one of the sub-markers is misaligned. In this case, the occurrence of a position shift can be determined by calculating the relative positions between the sub-markers. However, since it is not possible to identify which of the two detected markers is misaligned, in this case, the misaligned marker can be identified by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0134] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects two sub-markers, and both sub-markers shift in the same direction. In this case, the relative positions between the sub-markers are the same as the stored relative positions, so it is not possible to determine whether a position shift has occurred. However, in this case, it is possible to identify the marker that has shifted position by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0135] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects two sub-markers, and both sub-markers are displaced in different directions. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is displaced, in this case, the displaced marker can be identified by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0136] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects one master marker and two sub-markers, and the markers are not misaligned. In this case, there is no need to determine whether there is a positional deviation.

[0137] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects one master marker and two sub-markers, and one of the sub-markers is misaligned. In this case, the occurrence of a positional deviation can be determined by calculating the relative positions between the sub-markers. In addition, because a fixed master marker is used in this case, the positional deviation of the sub-marker can be identified.

[0138] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects one master marker and two sub-markers, and both sub-markers shift in the same direction. In this case, the occurrence of positional deviation can be determined by calculating the relative positions between the sub-markers. In addition, because a fixed master marker is used in this case, the positional deviation of the sub-markers can be identified.

[0139] Consider a scene in which there are three markers, one of which is a fixed master marker, the vehicle detects one master marker and two sub-markers, and both sub-markers are shifted in different directions. In this case, the occurrence of position shift can be determined by calculating the relative positions between the sub-markers. Also, because a fixed master marker is used in this case, the position shift of the sub-markers can be identified.

[0140] Consider a scene in which there are three markers, two of which are fixed, and the vehicle detects zero markers. In this case, the relative positions of the markers cannot be obtained, so there is no need to determine whether there is a positional deviation.

[0141] Consider a scene in which there are three markers, two of which are fixed master markers, and the vehicle detects one of the master markers. In this case, since the master marker is fixed, there is no need to determine whether there is a positional deviation.

[0142] Consider a scene in which there are three markers, two of which are fixed, the vehicle detects one sub-marker instead of the master marker, and the sub-marker is not misaligned. In this case, there is no need to determine whether or not there is a positional shift.

[0143] Consider a scene in which there are three markers, two of which are fixed master markers, and the vehicle detects one sub-marker instead of the master marker, and one sub-marker is misaligned. In this case, since only one sub-marker is detected, it is not possible to determine whether a position shift has occurred, but it is possible to make a comparison based on the GNSS position or the relative position based on the landmark described above.

[0144] Consider a scene in which there are three markers, two of which are fixed master markers, the vehicle detects one master marker and one sub-marker, and the sub-markers are not misaligned. In this case, there is no need to determine whether there is a positional shift.

[0145] Consider a scene in which there are three markers, two of which are fixed master markers, the vehicle detects one master marker and one sub-marker, and the sub-markers are misaligned. In this case, the occurrence of a positional deviation can be determined by calculating the relative positions between the sub-markers. In addition, since a fixed master marker is used in this case, the positional deviation of the sub-marker can be identified.

[0146] Consider a scene in which there are three markers, two of which are fixed markers, and the vehicle detects two master markers. In this case, there is no need to determine whether there is a position shift.

[0147] Consider a scene in which there are three markers, two of which are fixed master markers, and the vehicle detects two master markers and one sub-marker. In this case, the occurrence of positional deviation can be determined by calculating the relative positions between the sub-markers. In addition, since a fixed master marker is used in this case, the positional deviation of the sub-marker can be identified.

[0148] The number of markers is three, and all three markers are arbitrarily installed. Consider a scenario where the host vehicle detects zero markers. In this case, since the relative positions of the markers cannot be obtained, it is not necessary to determine the presence or absence of misalignment.

[0149] The number of markers is three, and all three markers are arbitrarily installed. Consider a scenario where the host vehicle detects one sub-marker and the one sub-marker is not misaligned. In this case, it is not necessary to determine the presence or absence of misalignment.

[0150] The number of markers is three, and all three markers are arbitrarily installed. Consider a scenario where the host vehicle detects one sub-marker and the one sub-marker is misaligned. In this case, since only one sub-marker is detected, it is not possible to perform the determination of misalignment occurrence. However, a comparison can be made based on the position of the above-mentioned GNSS or the relative position with respect to the landmark.

[0151] The number of markers is three, and all three markers are arbitrarily installed. Consider a scenario where the host vehicle detects two sub-markers and the two sub-markers are not misaligned. In this case, it is not necessary to determine the presence or absence of misalignment.

[0152] The number of markers is three, and all three markers are arbitrarily installed. Consider a scenario where the host vehicle detects two sub-markers and one of the sub-markers is misaligned. In this case, since the relative position between the sub-markers is different from the stored relative position, it is possible to determine the occurrence of misalignment. However, since it is not possible to identify which of the two detected markers is misaligned, in this case, by comparing with the position of the above-mentioned GNSS or the relative position with respect to the landmark, the misaligned marker can be identified.

[0153] Consider a scene in which there are three markers, all of which are arbitrarily placed, and the vehicle detects two sub-markers, and the two sub-markers are shifted in the same direction. In this case, the relative positions between the sub-markers are the same as the stored relative positions, so it is not possible to determine whether a position shift has occurred. However, in this case, it is possible to identify the marker that has shifted position by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0154] Consider a scene in which the number of markers is three, all of which are arbitrarily installed, and the vehicle detects two sub-markers, and the two sub-markers are shifted in different directions. In this case, the relative position between the sub-markers differs from the stored relative position, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is shifted, in this case, the shifted marker can be identified by comparing the relative position based on the above-mentioned GNSS position or landmark.

[0155] Consider a scene in which the vehicle detects three sub-markers and the three sub-markers are not misaligned. In this case, there is no need to determine whether or not there is a positional shift.

[0156] Consider a scene in which the vehicle detects three sub-markers, all of which are arbitrarily placed, and one of the sub-markers is misaligned. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a misalignment has occurred. However, since it is not possible to identify which of the two detected markers is misaligned, in this case, the misaligned marker can be identified by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0157] Consider a scene in which the number of markers is three, all of which are arbitrarily placed, and the vehicle detects three sub-markers, with two of the sub-markers shifting in the same direction. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is shifted, in this case, it is possible to identify the marker that has shifted by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0158] Consider a scene in which the number of markers is three, all of which are arbitrarily placed, and the vehicle detects three sub-markers, with two of the sub-markers shifted in different directions. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is shifted, in this case, it is possible to identify the marker that has shifted by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0159] Consider a scene in which the number of markers is three, all of which are arbitrarily placed, and the vehicle detects three sub-markers, all of which are shifted in the same direction. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is shifted, in this case, it is possible to identify the marker that has shifted by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0160] Consider a scene in which the number of markers is three, all of which are arbitrarily placed, and the vehicle detects three sub-markers, and the three sub-markers are shifted in different directions. In this case, the relative positions between the sub-markers differ from the stored relative positions, so it is possible to determine whether a position shift has occurred. However, since it is not possible to identify which of the two detected markers is shifted, in this case, the shifted marker can be identified by comparing the relative positions based on the above-mentioned GNSS position or landmark.

[0161] In the vehicle control device 200 configured as above, the vehicle behavior change unit 210 changes the behavior of the vehicle so that the marker detection unit 206 detects the marker, so that the marker can be detected more smoothly. Furthermore, the position deviation determination unit 208 determines whether or not there is a position deviation of the marker based on the position of the marker detected by the marker detection unit 206 and the position of the marker stored in the memory unit 204, so that if there is a position deviation of the marker, the position deviation can be detected. Therefore, erroneous operation of the vehicle 100 due to a position deviation of the marker can be prevented.

[0162] In the above embodiment, an example was described in which the relative positions between markers (i.e., between markers) or the relative positions between a marker and a landmark were used to determine positional deviation, but the relative distance between markers or the relative distance between a marker and a landmark may also be used.

[0163] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various design modifications can be made without departing from the spirit of the present invention as described in the claims. [Explanation of symbols]

[0164] 100: vehicle, 111: wheel speed sensor, 112: imaging sensor, 113: distance measurement sensor, 114: position detection device, 115: input switch unit, 116: radio wave receiving device, 117: actuator ECU, 118: notification device, 119: display, 120: audio output device, 200: vehicle control device, 201: vehicle position estimation unit, 202: external environment recognition unit, 203: calculation unit, 204: memory unit, 205: vehicle arrival determination unit, 206: marker detection unit, 207: route generation unit, 208: position deviation determination unit, 210: vehicle behavior change unit, 211: target acceleration calculation unit, 212: target steering angle calculation unit, 213: accelerator pedal control unit, 214: brake pedal control unit, 215: steering control unit

Claims

1. a wireless transmitter detection unit that detects a wireless transmitter installed at a predetermined location by receiving radio waves from the wireless transmitter using a wireless radio wave receiving device provided in the vehicle; a vehicle behavior change unit that changes a behavior of the vehicle so that the wireless transmitter detection unit detects the wireless transmitter; A storage unit that stores the position of the wireless transmitter in advance; a position deviation determination unit that determines whether or not there is a position deviation of the wireless transmitter based on the position of the wireless transmitter detected by the wireless transmitter detection unit and the position of the wireless transmitter stored in the storage unit; A vehicle control device comprising:

2. The storage unit stores a detection range of the wireless transmitter, The vehicle control device further includes a vehicle position estimation unit that estimates a position of the vehicle based on a detection result of a position detection device installed in the vehicle, and a vehicle arrival determination unit that determines whether or not the vehicle has reached a detection range of the wireless transmitter stored in the storage unit based on the position of the vehicle estimated by the vehicle position estimation unit, The vehicle control device according to claim 1 , wherein, when it is determined that the host vehicle has reached a detection range of the wireless transmitter, the vehicle behavior change unit changes the behavior of the vehicle so as to detect the wireless transmitter.

3. The wireless transmitter is a plurality of wireless transmitters installed at a predetermined distance from each other, the storage unit stores relative positions or relative distances between the wireless transmitters, The vehicle control device further includes a calculation unit that calculates a relative position or a relative distance between the wireless transmitters based on the positions of the wireless transmitters detected by the wireless transmitter detection unit, 2. The vehicle control device according to claim 1, wherein the position deviation determination unit determines whether or not there is a position deviation of the wireless transmitter based on the relative positions or relative distances between the wireless transmitters calculated by the calculation unit and the relative positions or relative distances between the wireless transmitters stored in the memory unit.

4. The vehicle control device according to claim 1 , wherein the vehicle behavior change unit controls at least one of a speed and a steering angle of the vehicle.

5. 3. The vehicle control device according to claim 2, wherein when it is determined that the vehicle has reached a detection range of the wireless transmitter, and when the wireless transmitter is not detected by the wireless transmitter detection unit, the position deviation determination unit determines that there is a position deviation of the wireless transmitter.

6. The vehicle control device according to claim 3 , wherein the storage unit stores the results of the calculations performed by the calculation unit.

7. The vehicle control device further includes an external environment recognition unit that recognizes an object by detecting an object installed near the wireless transmitter using an external environment sensor provided in the vehicle, the storage unit stores a relative position or a relative distance between the wireless transmitter and the object, The calculation unit calculates a relative position or a relative distance between the wireless transmitter and the object based on the position of the wireless transmitter detected by the wireless transmitter detection unit and the position of the object recognized by the external environment recognition unit, 4. The vehicle control device according to claim 3, wherein the position deviation determination unit determines whether or not there is a position deviation of the wireless transmitter based on the relative position or relative distance between the wireless transmitter and the object calculated by the calculation unit and the relative position or relative distance between the wireless transmitter and the object stored in the memory unit.

8. The vehicle control device according to claim 7 , wherein, when the object is recognized by the external environment recognition unit, the vehicle behavior change unit changes a behavior of the vehicle so that the vehicle arrives within a detection range of the wireless transmitter.

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